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83 records · Page 5Linked to original sources
USGS2007

Two-Dimensional Hydrodynamic Modeling and Analysis of the Proposed Channel Modifications and Grade Control Structure on the Blue River near Byram's Ford Industrial Park, Kansas City, Missouri

The Blue River Channel Modification project being implemented by the U.S. Army Corps of Engineers (USACE) is intended to provide flood protection within the Blue River valley in the Kansas City, Mo., metropolitan area. In the latest phase of the project, concerns have arisen about preserving the Civil War historic area of Byram's Ford and the associated Big Blue Battlefield while providing flood protection for the Byram's Ford Industrial Park. In 1996, the USACE used a physical model built at the Waterways Experiment Station (WES) in Vicksburg, Miss., to examine the feasibility of a proposed grade control structure (GCS) that would be placed downstream from the historic river crossing of Byram's Ford to provide a subtle transition of flow from the natural channel to the modified channel. The U.S. Geological Survey (USGS), in cooperation with the USACE, modified an existing two-dimensional finite element surface-water model of the river between 63d Street and Blue Parkway (the 'original model'), used the modified model to simulate the existing (as of 2006) unimproved channel and the proposed channel modifications and GCS, and analyzed the results from the simulations and those from the WES physical model. Modifications were made to the original model to create a model that represents existing (2006) conditions between the north end of Swope Park immediately upstream from 63d Street and the upstream limit of channel improvement on the Blue River (the 'model of existing conditions'). The model of existing conditions was calibrated to two measured floods. The model of existing conditions also was modified to create a model that represents conditions along the same reach of the Blue River with proposed channel modifications and the proposed GCS (the 'model of proposed conditions'). The models of existing conditions and proposed conditions were used to simulate the 30-, 50-, and 100-year recurrence floods. The discharge from the calibration flood of May 15, 1990, also was simulated in the models of existing and proposed conditions to provide results for that flood with the current downstream channel modifications and with the proposed channel modifications and GCS. Results from the model of existing conditions show that the downstream channel modifications as they exist (2006) may already be affecting flows in the unmodified upstream channel. The 30-year flood does not inundate most of the Byram's Ford Industrial Park near the upstream end of the study area. Analysis of the 1990 flood (with the historical 1990 channel conditions) and the 1990 flood simulated with the existing (2006) conditions indicates a substantial increase in velocity throughout the study area and a substantial decrease in inundated area from 1990 to 2006. Results from the model of proposed conditions show that the proposed channel modifications will contain the 30-year flood and that the spoil berm designed to provide additional flood protection for the Byram's Ford Industrial Park for the 30-year flood prevents inundation of the industrial park. In the vicinity of Byram's Ford for the 30-year flood, the maximum depth increased from 39.7 feet (ft) in the model of existing conditions to 43.5 ft in the model of proposed conditions, with a resulting decrease in velocity from 6.61 to 4.55 feet per second (ft/s). For the 50-year flood, the maximum depth increased from 42.3 to 45.8 ft, with a decrease in velocity from 6.12 to 4.16 ft/s from existing to proposed conditions. For the 100-year flood, the maximum depth increased from 44.0 to 46.6 ft, with a decrease in velocity from 5.64 to 4.12 ft/s from existing to proposed conditions. When the May 15, 1990, discharge is simulated in the model of existing conditions (with the existing (2006) modified channel downstream of the study area), the maximum depth increases from 38.4 to 42.0 ft, with a decrease in velocity from 6.54 to 4.84 ft/s from existing (2006) to proposed conditions. Analysis of the results fro

Scientific Investigations Report↗
USGS2013

Sediment transport and deposition in the lower Missouri River during the 2011 flood

Floodwater in the Missouri River in 2011 originated in upper-basin regions and tributaries, and then travelled through a series of large flood-control reservoirs, setting records for total runoff volume entering all six Missouri River main-stem reservoirs. The flooding lasted as long as 3 months. The U.S Geological Survey (USGS) examined sediment transport and deposition in the lower Missouri River in 2011 to investigate how the geography of floodwater sources, in particular the decanting effects of the Missouri River main-stem reservoir system, coupled with the longitudinal characteristics of civil infrastructure and valley-bottom topography, affected sediment transport and deposition in this large, regulated river system. During the flood conditions in 2011, the USGS, in cooperation with the U.S. Army Corps of Engineers, monitored suspended-sediment transport at six primary streamgages along the length of the lower Missouri River. Measured suspended-sediment concentration (SSC) in the lower Missouri River varied from approximately 150 milligrams per liter (mg/L) to 2,000 mg/L from January 1 to September 30, 2011. Median SSC increased in the downstream direction from 355 mg/L at Sioux City, Iowa, to 490 mg/L at Hermann, Missouri. The highest SSCs were measured downstream from Omaha, Nebraska, in late February when snowmelt runoff from tributaries, which were draining zones of high-sediment production, was entering the lower Missouri River, and releases of water at Gavins Point Dam were small. The combination of dilute releases of water at Gavins Point Dam and low streamflows in lower Missouri River tributaries caused sustained lowering of SSC at all streamgages from early July through late August. Suspended-sediment ranged from 5 percent washload (PW; percent silt and clay) to as much as 98 percent in the lower Missouri River from January 1 to September 30, 2011. Median PW increased in the downstream direction from 24 percent at Sioux City, Iowa, to 78 percent at Hermann, Missouri. Measurements made in early January, when SSC was low, indicate that suspended sediment mostly was composed of bed material, but by mid-February, runoff from the plains caused PW to increase at most streamgages. Total suspended-sediment discharge (SSD) during water year 2011 at the selected streamgages in the lower Missouri River ranged from approximately 29 to 64 million tons. Total estimated SSD had the lowest exceedance frequencies in the reaches between Gavins Point Dam and Nebraska City, Nebraska, but exceedance frequencies increased substantially downstream. In 2011, total SSD with low exceedance frequencies were reported at Sioux City, Iowa, Omaha, Nebraska, and Nebraska City, Nebraska, despite moderate-to-high exceedance frequencies for annual average SSC, indicating that the duration of high-magnitude flooding was the primary driver of total SSD. Comparison of median SSC for samples from water year 2011 with samples in the 20 years prior indicated that median SSC for high-action streamflows (streamflows likely to produce a stage exceeding the National Weather Service’s “action stage”) in 2011 were lower than those typical for high-action streamflows. Multiple-comparison analysis indicated that median SSC values for low-action streamflows (streamflows likely to produce stages lower than the National Weather Service’s “action stage”) and high-action streamflows sampled in 2011 at 4 of 6 streamgages were not significantly distinguishable from median SSC values for low-action streamflows in the previous 20 years. Longitudinal comparison of streamflow and SSD exceedance frequencies for 2011 with corresponding frequencies for 2008 and 1993 indicated the important role of tributary contributions to total SSD in the lower Missouri River. In 1993 and 2008, tributaries were the primary source of floodwater in the lower Missouri River, which resulted in a 20-fold increase in total SSD from Sioux City, Iowa, to Hermann, Missouri. In 2011, releases at Gavins Point Dam were the primary source of floodwater in the lower Missouri River, and total SSD at Hermann, Missouri, was only twice that estimated for Sioux City, Iowa. Sand deposition was estimated using analysis of multispectral satellite imagery collected in October and November 2011. Distributions of sand in the flood plain of the lower Missouri River also were quantified in relation to distance from the banks of the main channel for seven discrete river segments bounded by Gavins Point Dam and selected downstream tributaries. The areal extent of overbank flooding and flood-plain sand deposits increased downstream from Sioux City, Iowa to a broad peak near Rulo, Nebraska, and then decreased to levels near the lower limit of quantification downstream from Kansas City, Missouri. Most of the flood plain inundation and sediment-deposition damage to agricultural fields was observed between river miles 480 and 700, where 2011 peak streamflows had low exceedance frequencies, and the lower Missouri River channel was less incised or had aggraded recently. As channel capacity increased in the downstream direction, the relative magnitude of the flood decreased downstream, and overbank flooding was less extensive. In the constricted reaches, flood-plain sand deposits mainly were observed in association with levee breaks.

Iowa, Kansas, Missouri, Montana, Nebraska, North D↗
USGS1957

Volume I: Introduction and engineering aspects

This series of military geology reports on Okinawa is part of the Corps of Engineers Post Hostilities Mapping Program. The purpose of this survey is twofold. The first is to collect scientific information through field study; the second is to publish it in a form that is usable by the United States Armed Forces and Civil Administrators.

Okinawa↗
USGS2005

Commerical Remote Sensing Data Contract

The U. S. Geological Survey's (USGS) Commercial Remote Sensing Data Contracts (CRSDCs) provide government agencies with access to a broad range of commercially available remotely sensed airborne and satellite data. These contracts were established to support The National Map partners, other Federal Civilian agency programs, and Department of Defense programs that require data for the United States and its territories. Experience shows that centralized procurement of remotely sensed data leads to considerable cost savings to the Federal government through volume discounts, reduction of redundant contract administrative costs, and avoidance of duplicate purchases. These contracts directly support the President's Commercial Remote Sensing Space Policy, signed in 2003, by providing a centralized mechanism for civil agencies to acquire commercial remote sensing products to support their mission needs in an efficient and coordinated way. CRSDC administration is provided by the USGS Mid-Continent Mapping Center in Rolla, Missouri.

Fact Sheet↗
USGS2024

Joint Agency Commercial Imagery Evaluation (JACIE)

The Joint Agency Commercial Imagery Evaluation (JACIE) was formed to leverage resources from several Federal agencies for the characterization of remote sensing data and to share those results across the remote sensing community (U.S. Geological Survey, 2024). Remote sensing data and the quality of that data are vital to (1) understanding the physical world and (2) supporting the science and engineering applications that strive to advance that understanding. The growing number of remotely sensed data sources offers users more choices. Understanding the characteristics and capabilities of current and new data sources, along with the quality of data they provide, is an important function of the multi-agency JACIE team. By performing data-quality analysis of civil and commercial remote sensing data and information products, the JACIE team provides the remote sensing community with awareness and independent verification of image data quality.

Fact Sheet↗
USGS2011

Mineral resource of the month: copper

The article provides information on copper and its various uses. It was the first metal used by humans and is considered as one of the materials that played an important role in the development of civilization. It is a major industrial metal because of its low cost, availability, electrical conductivity, high ductility and thermal conductivity. Copper has long been used in the circuitry of electronics and the distribution of electricity and is now being used in silicon-based computer chips, solar and wind power generation, and coinage.

Earth↗
USGS2004

National Civil Applications Program: strategic plan vision for 2005

The National Mapping Division (NMD) has developed this comprehensive strategic plan to chart the course of the National Civil Applications Program (NCAP) over the next 5 years. To meet the challenges of the future, the NCAP is changing its program emphases, methods of responding to customer needs, and business practices. The NCAP Strategic Plan identifies the new direction for the program through a series of strategic thrusts and goals for managers to use in formulating plans, establishing program emphases, and determining resource needs and allocations.

Report↗
USGS2007

National volcanic ash operations plan for aviation

The National Aviation Weather Program Strategic Plan (1997) and the National Aviation Weather Initiatives (1999) both identified volcanic ash as a high-priority informational need to aviation services. The risk to aviation from airborne volcanic ash is known and includes degraded engine performance (including flameout), loss of visibility, failure of critical navigational and operational instruments, and, in the worse case, loss of life. The immediate costs for aircraft encountering a dense plume are potentially major—damages up to $80 million have occurred to a single aircraft. Aircraft encountering less dense volcanic ash clouds can incur longer-term costs due to increased maintenance of engines and external surfaces. The overall goal, as stated in the Initiatives, is to eliminate encounters with ash that could degrade the in-flight safety of aircrews and passengers and cause damage to the aircraft. This goal can be accomplished by improving the ability to detect, track, and forecast hazardous ash clouds and to provide adequate warnings to the aviation community on the present and future location of the cloud. To reach this goal, the National Aviation Weather Program established three objectives: (1) prevention of accidental encounters with hazardous clouds; (2) reduction of air traffic delays, diversions, or evasive actions when hazardous clouds are present; and (3) the development of a single, worldwide standard for exchange of information on airborne hazardous materials. To that end, over the last several years, based on numerous documents (including an OFCMsponsored comprehensive study on aviation training and an update of Aviation Weather Programs/Projects), user forums, and two International Conferences on Volcanic Ash and Aviation Safety (1992 and 2004), the Working Group for Volcanic Ash (WG/VA), under the OFCM-sponsored Committee for Aviation Services and Research, developed the National Volcanic Ash Operations Plan for Aviation and Support of the International Civil Aviation Organization’s (ICAO) International Airways Volcano Watch. This plan defines agency responsibilities, provides a comprehensive description of an interagency standard for volcanic ash products and their formats, describes the agency backup procedures for operational products, and outlines the actions to be taken by each agency following an occurrence of a volcanic eruption that subsequently affects and impacts aviation services. Since our most recent International Conference on Volcanic Ash and Aviation Safety, volcanic ash-related product and service activities have grown considerably along with partnerships and alliances throughout the aviation community. In January 2005, the National Oceanic and Atmospheric Administration’s National Centers for Environment Prediction began running the Hybrid Single-Particle Lagrangian Integrated Trajectory (HYSPLIT) model in place of the Volcanic Ash Forecast Transport and Dispersion (VAFTAD) model, upgrading support to the volcanic ash advisory community. Today, improvements to the HYSPLIT model are ongoing based on recommendations by the OFCM-sponsored Joint Action Group for the Selection and Evaluation of Atmospheric Transport and Diffusion Models and the Joint Action Group for Atmospheric Transport and Diffusion Modeling (Research and Development Plan). Two international workshops on volcanic ash have already taken place, noticeable improvements and innovations in education, training, and outreach have been made, and federal and public education and training programs on volcanic ash-related products, services, and procedures iv continue to evolve. For example, in partnership with Embry-Riddle Aeronautical University and other academic institutions, volcanic ash hazard and mitigation training has been incorporated into aviation meteorology courses. As an essential next step, our volcanic ash-related efforts in the near term will be centered on the development of an interagency implementation plan to document and address the most critical needs of the volcanic ash advisory community. This interagency plan, developed as the result of the cooperative efforts of six federal agencies, follows the guidelines in support of the ICAO International Airways Volcano Watch. The signatories on the next page are committed to volcanic ash operations for aviation and will work toward full implementation through agency programs, initiatives, and procedures. I extend my sincere thanks to all members of the WG/VA, subject-matter experts, and to my staff for their collaborative and cooperative efforts in developing this first-ever national volcanic ash operations plan.

Report↗
USGS2010

Encounters of aircraft with volcanic ash clouds: A compilation of known incidents, 1953-2009

Information about reported encounters of aircraft with volcanic ash clouds from 1953 through 2009 has been compiled to document the nature and scope of risks to aviation from volcanic activity. The information, gleaned from a variety of published and other sources, is presented in database and spreadsheet formats; the compilation will be updated as additional encounters occur and as new data and corrections come to light. The effects observed by flight crews and extent of aircraft damage vary greatly among incidents, and each incident in the compilation is rated according to a severity index. Of the 129 reported incidents, 94 incidents are confirmed ash encounters, with 79 of those having various degrees of airframe or engine damage; 20 are low-severity events that involve suspected ash or gas clouds; and 15 have data that are insufficient to assess severity. Twenty-six of the damaging encounters involved significant to very severe damage to engines and (or) airframes, including nine encounters with engine shutdown during flight. The average annual rate of damaging encounters since 1976, when reporting picked up, has been approximately 2 per year. Most of the damaging encounters occurred within 24 hours of the onset of ash production or at distances less than 1,000 kilometers from the source volcanoes. The compilation covers only events of relatively short duration for which aircraft were checked for damage soon thereafter; documenting instances of long-term repeated exposure to ash (or sulfate aerosols) will require further investigation. Of 38 source volcanoes, 8 have caused 5 or more encounters, of which the majority were damaging: Augustine (United States), Chaiten (Chile), Mount St. Helens (United States), Pacaya (Guatemala), Pinatubo (Philippines), Redoubt (United States), Sakura-jima (Japan), and Soufriere Hills (Montserrat, Lesser Antilles, United Kingdom). Aircraft have been damaged by eruptions ranging from small, recurring episodes to very large, infrequent events. Moderate-size (Volcanic Explosivity Index 3) eruptions are responsible for nearly half of the damaging encounters. Vigilance is required during the early phases of eruptive activity when data about ash emission may be the most limited and warning capabilities the most strained, yet the risk the greatest. The risk-mitigation strategy for minimizing damaging encounters continues to rely on the combination of real-time volcano monitoring and rapid eruption reporting, detection and tracking of ash clouds in the atmosphere using satellite-based sensors, dispersion modeling to forecast expected ash-cloud movement, and global dissemination of specialized warning messages. To obtain the entire Data Series 545 report, download the text file and appendixes 1-4, which are available as separate files. Click on the links at right. Please Send Updates We hope that publication of this compilation will encourage more reporting of encounters by the aviation industry and civil aviation authorities. We actively seek corrections and additions to the information presented here. Persons who have corrections or additional data pertaining to incidents already in the database or who have data about previously unreported incidents are urged to contact the authors.

Data Series↗
USGS2019

Effects of infiltration characteristics on the spatial-temporal evolution of stability of an interstate highway embankment

Infiltration-induced landslides are among the most common natural disasters threatening modern civilization, but conventional methods for studying the triggering mechanisms and predicting the occurrence of these slides are limited by incomplete consideration of underlying physical processes and the lack of precision inherent in limit-equilibrium analyses. To address this problem the spatial-temporal evolution of failure is investigated in a seasonally unstable section of interstate highway embankment, known as the Straight Creek landslide, Colorado. The study includes multi-year site investigation, monitoring, and numerical simulation using a rigorous hydromechanical framework along with a field of local factor of safety method. The sensitivity of episodic landslide reactivation to infiltration characteristics is evaluated. Results indicate that annual cumulative snowmelt infiltration, which typically accounts for approximately 75% of total annual cumulative infiltration and occurs over a short period in the spring, has the most substantial impact on slide activation. The rate of snowmelt infiltration varies independently of annual cumulative snowmelt infiltration and cumulative infiltration in the previous year, but still affects antecedent soil moisture conditions at the onset of snowmelt infiltration and therefore also the level of slide activation. These findings are used to establish specific thresholds for exacerbated slide movement using annual snowpack accumulation, forecasted snowmelt rate, and the previous year’s snowmelt, an approach which may be applied for predicting movement at this and other recurring or potential slide sites.

Colorado↗